All About: Greener driving

By Rachel Oliver - For CNN

(CNN) -- A fact that may surprise people: the most recycled consumer product in the world is the car: 95 percent of all cars get recycled at the end of their lives, according to the U.S. Environmental Protection Agency (EPA).

(Picture: Smoke billowing out of a car's tailpipe. Clean car advocates would like to see these gone for good.)

Even though cars don't get recycled in their entirety -- as some materials are easier to recycle than others -- according to the American Council for an Energy-Efficient Economy (ACEEE), if you took an average car down to the local recycle yard, they could take 75 percent of it off your hands.

The reason cars are so environmentally unfriendly is basically due to the gasoline they burn. If you took the entire process that is involved in a car's average lifespan (from sourcing the materials, to manufacturing the car, to driving it, to eventually breaking it down for recycling) fuel would represent around 90 percent of that car's overall greenhouse gas emissions

America's oil addiction

Despite advances in the technologies surrounding cleaner cars, around 96 percent of American cars and trucks still rely on petroleum, needing 120 billion gallons of it every year, says ACEEE. Cars contribute greatly to the reason why the U.S. imports as much oil as it does -- around 20 million barrels every day (costing the country $1 billion daily) -- 40 percent of which goes straight into Americans' gas tanks.

America's oil-fueled cars play a disproportionately large role in the country's -- and the world's -- environmental ills, producing:

Nearly 50 percent of the world's auto-related greenhouse gas emissions
Nearly one quarter of all U.S. carbon dioxide emissions
Nearly two-thirds of U.S. carbon monoxide emissions
One-third of U.S. nitrogen oxide emissions
One quarter of hydrocarbons in the atmosphere
50 percent of all air pollution in the U.S.

The reason, environmentalists say, so much oil is set aside for cars is because they are not fuel- efficient enough. The fuel economy of American cars and trucks are now at a two-decade low -- the fuel economy of new cars and trucks back in 1987 was actually better than it was in 2004 (26 miles per gallon compared to 24.4 miles per gallon). Today it stands at around 25.3 mpg.


The last time strict fuel efficiency standards were imposed on U.S. auto manufacturers was in 1975 (it was also the first time) which called for 27.5 mpg within 10 years. That dropped to 26 mpg in 1986 following government lobbying by Ford and General Motors. The next time a new fuel standard would be set would be more than 20 years later -- at the end of 2007.

During that 20-year period, the Union of Concerned Scientists (UCS) has accused automakers of having "increasingly exploited loopholes in Congressional and regulatory language" and has accused the U.S. government of having "turned a blind eye to them or made them larger."

Auto manufacturers for example, have been allowed to reclassify minivans, sports utility vehicles (SUVs) and station wagons and certain cars as non-passenger vehicles, "thereby qualifying them to meet a lower fuel economy standard". And some vehicles have been exempted from fuel economy standards altogether.

Last year's U.S. Energy Bill stipulates that cars must improve fuel efficiency standards by 40 percent to reach a fuel efficiency standard of 35 mpg by 2020. UCS says that's not enough and wants fuel economy standards in the U.S. to reach 40 mpg by 2015 and 55 mpg by 2025. Doing that would "save three times more oil...than we could recover from the Arctic refuge" it says.

Automakers say incentive is needed

Auto manufacturers have tried to argue in the past that as long as petroleum remains cheap, consumers have no incentive to buy more fuel-efficient cars --which means they don't have the necessary incentives to build them.

That argument may not hold for much longer. At the beginning of 2008, the price of oil hit $100 a barrel for the first time and is now five times more expensive than it was at the start of 2002.

And that, The Economist pointed out in a recent leader, has been more down to politics than the lack of supply. Yes, there is a finite amount of oil for the world to drill -- but the real problem is where it is. Unless the likes of Exxon Mobil and Shell are given unfettered access to the likes of Iran or Venezuela's vast oil reserves any time soon, for instance, prices are going to stay where they are (or go higher still).

"The economic toll of expensive oil is just as high whether geology or politics is to blame," the Economist wrote. "And the best response is just the same. Policy should encourage energy efficiency and support research into alternative fuels."

All eyes on hybrid cars

In order to slash oil dependence, much attention of late has been given to the hybrid car.

Currently, hybrid gas-electric vehicles represent around 2 percent of the U.S. passenger car market, ENN reports. A recent study by the Electric Power Research Institute (EPRI) and Natural Resources Defense Council (NRDC) suggested that with 20 percent market share, hybrids could slash greenhouse gas emissions by 180 million metric tons a year.

With 60 percent market share, it would be as much as 450 million metric tons -- the equivalent of taking 82 million cars off the road (a third of all cars on American roads). It would also save the country between 3 million to 4 million barrels of oil a day, "more than twice what the United States imports each day from Saudi Arabia," reports the San Francisco Chronicle.

Hybrids still use gasoline which means less fuel economy than, say, electric cars, which don't need fuel at all, or plug-in hybrids which can draw energy from the electricity grid. Neither cars are widely available yet -- in the U.S. anyway. (Hint: if you want to see what energy-efficient cars really look like, visit Norway or Sweden).

With patience and money, hybrid owners can convert their existing hybrids into plug-in hybrids, to further minimize the fuel they are burning. According to UCS, using existing "off-the-shelf technologies" motorists can "affordably and safely boost fuel economy by nearly 75 percent."

However, "affordable" is a relative term. If you live in California, for example and want to convert your Prius into a plug-in hybrid, it could cost you between $10,000 and $12,000 to install the extra batteries according to CNET, which points out, "at that price and with gas at $3 a gallon, it would take around 160,000 to 200,000 miles of driving to break even."

Efforts are under way, however, to create DIY open-source style conversion kits which could sell for as less as $3,000. The California Cars Initiative (CalCars) is aiming to have a kit ready by this summer, according to CNET, although as it will be a volunteer-based effort, that deadline is not guaranteed by any stretch.

The need for fuel-free cars

The best kind of fuel efficiency is no fuel at all. But simply taking oil out of the gas tanks does not solve all environmental problems.

The Reason Foundation for example, recently released a report saying that hydrogen cars are no panacea for the transportation problem. If anything, widescale implementation of hydrogen cars -- along with the necessary infrastructure to support them -- could actually boost CO2 emissions.

The reason? A "significant" amount of energy is needed to produce and move around the hydrogen that is needed in the first place. Furthermore it increases reliance on foreign-produced natural gas, the report adds. And the parts of the world with this biggest gas reserves with the exception of Russia are all in the Middle East.

We are quite a way yet from solar-powered cars, which still have to get past the issues of speed and load capacity (the heavier the vehicle, the slower you go). So that leaves the electric vehicle (EV).

The first EV took to the streets in 1834, a creation of Vermont-native Thomas Davenport. In that same century, a gentleman named William Morrison built an EV that could travel non-stop for 13 hours (admittedly at 14 miles per hour). And by 1900, an EV could go 180 miles on one fully-charged battery.

At its peak, in 1912, the EV industry had 35,000 vehicles on the road in the U.S. alone. Nearly a century later, many argue that they are still our best bet.

Efforts by the likes of GM to introduce EVs into the market in the 1990s floundered -- car makers said it was because of a lack of customer demand. It is doubtful they could argue the same point today.

EVs don't need fuel to power them, which means no tailpipe emissions. But 'no fuel' doesn't mean 'no problem'. Your average EV owner needs to plug into a grid to charge up. And depending on what kind of fuel powers that grid ultimately decides how environmentally-friendly the car actually is. That has led the likes of Toyota recently to suggest EVs are not appropriate for the Chinese market -- because it's electricity grid is powered by coal.

But even if the grid is 100 percent coal-powered, EVWorld.com argues, the overall CO2 emission savings still mean all EVs are a better bet environmentally than anything else on the road.

On average, cars emit 22 pounds of C02 (as well as other pollutants) for every gallon of gasoline consumed. An EV's CO2 emissions will come from whatever fuel is powering the grid it's plugged into. Assuming the grid is 100 percent coal-powered, and say the journey is 25 miles (which your average tank of gasoline will take you), then an EV will consume around 5 kilowatt hours (kWh) of electricity at 200 watt hours per mile, to get there, using up around 5 pounds of coal.

On average (depending on the type of coal used) 1 kWh produces 1.4 pounds of CO2 which would mean a 25-mile journey using 5 kWh would emit around 7 pounds of CO2 compared to your average vehicles emitting 22 pounds of C02.

As more types of renewable energy sources become more mainstream, grid-related emissions will drop even further. Equally some electric vehicle owners have been able to recharge their cars with solar panels, which means their emissions are practically zero (although the emissions involved with actually constructing the solar panels and the cars will mean that no cars are ever totally clean).

Issues remain with electric cars

There are issues still to be resolved with EVs. Overpowering the grid has traditionally been one of them. The environmental impact and safety record of the batteries is another.

On the first point, electric drive proponents point out that as most car owners would plug in and charge their car overnight, while demand is low, the strain on the grid would be negligible. The EPRI/NRDC study appears to support this, suggesting that even if 60 percent of cars on America's roads were plug-ins, it would only lead to increases in electricity usage of between 7 percent and 8 percent.

As for the issue of batteries, that may take some time to solve. Despite GM's planned EV comeback in 2010 with the Volt, heralding the return of mass-market players to the EV scene, the Wall Street Journal reports it "still hasn't solved the battery problem".

The problem being, it says, "how to make a small enough battery that will hold a big enough charge for these new cars -- and not be a risk to burst into flames". Specifically it is referring to lithium-ion batteries, which U.S transport authorities have cracked down on (loose ones in checked luggage are no longer allowed on planes, such is the level of concern of them exploding) following reports of lithium-ion batteries used in laptops and mobile phones overheating and bursting into flames.

According to the Journal, Toyota was going to use lithium-ion batteries in its new Prius, but shelved the idea (until at least 2010 at least) due to safety problems. There are a couple of players on the market however, who say they have got round the problem, one of them being laptop maker Toshiba.

But perhaps an even more environmentally-friendly car than the EV is the Air Car, which is an Indian invention. The Air Car runs on nothing but compressed air and can be easily filled up at any gas station. All the car needs is 320 liters of air, which will cost Indian consumers around $2, according to Popular Mechanics.

If consumers don't want to even pay for that, they can plug their car into the local grid and an in-built air compressor will do the job in 4 hours. Air Car is due to launch in India this August and 12 countries including Germany, Israel and South Africa have placed orders with Air Car's manufacturer Luxemboug-based MDI.

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Gas guzzlers get new lives -- as tire-smoking hybrids

By Sean Callebs - CNN

WICHITA, Kansas (CNN) -- On a beautiful, crisp late fall afternoon, rock icon Neil Young took his 1959 Lincoln Continental for one last spin before a team of mechanics ripped out its gas-guzzling engine to make way for an electric motor.

(Picture: Neil Young watches as mechanics remove the engine from his 1959 Lincoln Continental.

1 of 3 Car buffs may think it's sacrilege to tear apart an automotive classic, but Young wants it to have a new life as a fuel-efficient hybrid.

"If we're going to make a difference, truly make cars more environmentally friendly," Young said, "we have to make that emotional connection."

Young said everyone has a connection with an old car like the Lincoln.

It only took about an hour for Johnathan Goodwin and his four-man team to pry the engine out of Young's Lincoln. He'll have the new engine installed in 45 days.

Talking about the old motor, Goodwin says, "Of course, it's not fuel efficient at all. It's a big polluter, one of the biggest rawest forms."

The Lincoln's new electric engine will power the car and when it begins to lose juice, Young will simply flip a switch and the car will run on biodiesel fuel until the electric motor is recharged. "A 19-foot-long car, the longest car ever made at its time. Two and half tons, the heaviest car at its time," Young said, "And it can get 100 miles to the gallon, not 10 miles to the gallon."

Young renamed his car Linc-Volt, and is making a movie about the transformation, which he hopes to release next year.

Goodwin is making a name for himself -- and his company, H-Line Conversions -- by turning gas-guzzling behemoths like Hummers, Cadillac Escalades, Jeeps and other big American cars into clean-power machines.

The first thing he does is remove the old inefficient engine -- even if it's a brand new vehicle -- and replace it with a diesel engine that can run on biodiesel.

"It's the transformation of what I call old technology to new technology," Goodwin says.

Here's his analogy: Remember 15 or so years ago when a cellular phone was the size of a brick. Now it's a lot smaller, because the industry underwent a ton of changes over the years.

The same kinds of advances are made in engines. But since it's so expensive, changes to cars are made in leaps, not tiny steps.

What's the drawback of his method? You guessed it. Cost.

"It's not cost-effective for someone to run out and spend $40,000 to double the fuel economy, but I have no shortage of customers," Goodwin says.

Including California Gov. Arnold Schwarzenegger, who's having his Wagoneer converted to biodiesel.

Goodwin, 37, drives a 1987 gas burning Wagoneer, rents his home and will sheepishly tell you he didn't graduate from high school.

Expect to hear a lot more about Goodwin in the future.

Companies are knocking down the door to work on projects with him.

Goodwin's developing a download that can be installed in a car's computer and improve the mileage by five to seven mpg without losing performance. He expects it to cost about $200.

Ask Goodwin what his favorite project is, and he answers, "the next one" but the Linc-Volt project has been special. "We're going to prove you can have your cake and eat it too so to speak," Goodwin proudly boasts.

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Reasons to buy a hybrid -- or not

Story Highlights

There are two reasons to buy a hybrid -- save the world, or save on gas costs.
Your reason for wanting a hybrid will determine whether you should buy one.
If gas prices drive your decision, it could be 2 to 4 years before you break even.
The trim package will determine how soon you recoup paying extra for a hybrid.

OK, it's official: Hybrid vehicles are definitely the wave of the future or at least one of them. With gas prices remaining over $3 a gallon and oil prices up around $100 a barrel, the need to save on fuel -- and fuel costs -- is clearly not just a passing trend. And, of course, concerns about air quality and global warming seem to mount every day.

So, it would seem that this is the right time to take the plunge and buy a hybrid. But first there are some questions you need to ask yourself. One key question is this: Why are you buying a hybrid? Is it to save on gas costs -- or is it to do your part when it comes to cutting back on fossil-fuel emissions, which foul the air and contribute to rapid climate change?

(Picture Left: Ford Escape Hybrid)

That question has been a valid one the last few years, because hybrid vehicles can be more expensive than their non-hybrid counterparts, if you're comparing apples to apples. (That is, if you're comparing two cars of the same size, same equipment levels, etc.)

One school of thought that was advanced a year or two ago is that you pay such a high up-front "premium" for a hybrid that it could take many years before you "break even" on the amount you would save in fuel costs. In that scenario, your incentive for buying a hybrid vehicle would have to be largely driven by a concern for the environment. Which, of course, is not a bad thing. If we're going to clean up the air and reverse the effects of rapid climate change, perhaps that's just the premium we'll all have to pay as we do our part.

But more recently, with gas prices rising even further and hybrid car prices getting closer to non-hybrid counterparts, it is likely that you will recoup that up-front premium in just a few short years.

So we decided to find a couple of experts on the topic, and pose this question: "Why should people buy a hybrid -- for the cost savings, or just for the environmental benefits?"

One such expert is Bill Reinert, the manager of alternative-fuel vehicle development for Toyota, which produces the most popular hybrid vehicle on the road today -- the Toyota Prius.

"First, let's take a look at the fact that the courts have ruled that C02 is a harmful pollutant, and that Congress has also pushed the auto industry to investigate alternatives to fossil fuels, and is considering regulations as we speak," says Reinert. "So it's clear the government is addressing this problem -- how to reduce C02 emissions -- in a fairly aggressive manner. And hybrid vehicles are one of the most effective ways to do that right now. So it's unavoidable that this is going to be a major direction the industry will go in, even if it didn't want to."

Reinert points out that that there are also emission reductions to be achieved in the "total fuel cycle."

"You also have to consider the emissions that are produced when you extract the oil from the well, and transport it, and convert it to gasoline, and get it into the pump," he says. "So when you drive a hybrid, you're also helping to reduce all of those 'upstream' emissions."

Another factor to consider is the urbanization of the world's population.

"At this point in history, half the world's population lives in urban environments," says Reinert. "And although urban areas cover only 4 percent of the world's land mass, they use 90 percent of our resources. So, how a vehicle performs in urban environments is crucial when it comes to the impact on the environment. That's where a hybrid really offers some key benefits.

"In urban settings, you can just shut off the engine and run it in purely the electric mode for six or eight miles -- and that range is going to get better with every generation of hybrids. And this ability is going to go a long way toward reducing or eliminating emissions signatures of automobiles -- which also happens to be a key issue in the development of the lungs of young children in these urban areas."

Which brings us to the cost issue. Trying to calculate how long it will take you to recoup your up-front premium when buying the Prius is problematic, because there is nothing to compare it to. The Prius only comes as a hybrid, so you can't compare it to, say, "a V6 gas-only version" of the Prius. The Prius's MSRP is $20,950 - $23,220, depending on level of equipment, and has a fuel economy rating of 48/45/46 (city/hwy/combined).

However, it is possible to compare a Toyota Camry Hybrid to a "regular Camry."

The Camry Hybrid is powered by a 4-cylinder engine, but for comparison purposes, Toyota spokesman John McCandless claims that, "if you take into account the equipment level of the Camry Hybrid -- and that it has the performance of a V-6 -- the best apples-to-apples comparison is to compare the hybrid to a V-6 Camry LE. Those base prices are less than $2,000 apart -- $23,640 for the Camry V6 LE, vs. $25,000 for the Hybrid."

Toyota reports that the Camry Hybrid's fuel economy rating is 33 mpg city/34 mpg highway. Meanwhile, the Camry V6 gets 21/31 mpg, city/hwy.

For purposes of comparison, McCandless used a combined fuel economy rating, splitting the difference between highway and city mileage.

"So if you drive 15,000 miles a year, and you buy the Hybrid version, you'll be using about 454 gallons a year," says McCandless. "Meanwhile, if you get the V6 LE, you'll be burning 635 gallons a year. At $3.20 a gallon, that's a fuel-cost saving of about $547 a year. So it should take you three or four years to recoup the up-front premium you paid to buy the Hybrid. Plus, you get the satisfaction that you are easing the emission imprint on the planet."

Another popular hybrid on the road is the Honda Civic Hybrid, which can be purchased for even less than the Camry Hybrid. The MSRP of the regular Civic with the 4-cylinder gas engine ranges from $14,810 - $29,500, while the Civic Hybrid's MSRP is a flat $22,600. So, in the case of the Civic, the calculations will depend on what trim level and features you order if you go with the regular Civic 4-cylinder. The Civic Hybrid's fuel economy rating is 45 mpg hwy/40 mpg city compared to 34/26 for the regular Civic.

"The Civic EX [AT] has an MSRP of $19,510 and gets 29 mpg in the EPA combined cycle," says Martin. "The Civic Hybrid has an MSRP of $22,600 and gets 42 mpg in the combined cycle. That's an MSRP price difference of $3,090, and a mileage difference of 13 mpg.

"At an of assumed gas price of $3.20/gallon for 15,000 miles/year, it would ordinarily take a little over 6 years to pay back that difference," he continued. "However, the Civic Hybrid still qualifies for a $1,050 federal tax credit until June. That credit can bring the price difference between the two trim levels to only $2,040. Taking that into account, using the same cost per gallon and 15,000 miles/year, it would only take 3.98 years to pay back the difference."

Another popular hybrid is the Ford Escape Hybrid. The Escape Hybrid's MSRP ranges from $26,330 - $28,080, and its fuel-economy rating is 30 mpg hwy / 34 mpg city, while the regular Escape has an MSRP range of $18,770 - $25,520, and a fuel economy rating of 28/22. At press time, Ford had not yet provided its own "payback-time" calculations.

One expert who extols the virtues of hybrid vehicles -- both for their environmental benefits and cost savings -- is Bradley Berman, the editor of Hybridcars.com who also writes about hybrid vehicles for publications like the New York Times and Business Week.

"Not all hybrids are created equal, when it comes to price, because it depends on what equipment level you're looking at," says Berman. "But if you buy the most fuel-efficient ones, you'll definitely get a return on your premium within a few years."

As for the Prius, Berman points out that "people who are considering a Prius are probably not entry-level buyers who are also looking at a Toyota Yaris or some other sub-compact. They're going to the next tier. They're comparing the Prius to other cars in that price range -- cars that, if they bought them, they'd be spending that extra money on other features and options."

Berman also notes that "the data I've seen, from J.D. Power, and Polk Automotive, show that the customer satisfaction rate among buyers of hybrid vehicles is 80 to 90 percent. And the market penetration of the hybrid vehicles is increasing. Initially, it was just early-adopter types, but now we're seeing more and more people buying them who probably wouldn't have considered them two or three years ago."

Berman also cites the "tech appeal" of the hybrid vehicles. "Hybrids definitely appeal to people who are into 'fun technology'," he says. "If you were one of the folks who went out and got an iPod or iPhone as soon as they came out, and if you use a TiVO instead of a VCR, then you'll probably like the fact that today's hybrids are the most advanced vehicles out there today in terms of electronics. So they have sort of a 21st-Century-Geek appeal," he adds with a laugh.

If you're ready to make the leap into the hybrid-car world and are wondering which one to buy, there are a few factors to consider, says Berman. "One important decision is the size of the vehicle." If you really, really need an SUV-sized vehicle, there are a number of hybrid SUVs that are on the market now or coming onto the market soon," notes Berman. "But even the most fuel-efficient hybrid SUVs aren't as fuel efficient as most of the conventional gasoline-powered sedans, just because of their size, and the size of the engines."

Styling is another factor. "Some people think the Prius is the ugliest thing ever, but others love it. And environmentally-minded folks love the way it looks because the body style calls attention to the fact that it's a 'green' car. But if you're into more conventional styling, the Civic or Camry or Escape might be the way to go."

One key point that Berman likes to make is that today's hybrids "are still essentially gasoline vehicles. The importance of today's hybrids is that they're forming a bridge to future technology -- to what we will see 20 years from now. And it's a symbolic shift away from the gas-burning internal combustion engine. And that's a key, because the facts about climate change and the global oil markets are incontrovertible.

"We definitely need to get off of fossil fuels, and hybrid vehicles of both today and the future are an excellent way to do that."

Taken from AOL, LLC. All Rights Reserved.

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Expert: Head-turning hybrid has good performance

Some car companies just can't leave well enough alone. After all, if you have the best-selling car eight of the past nine years, have projections to sell 420,000 more next year and your new model has won just about every automotive award available, except the Indy 500 Milk Bottle, why would you place the engineering equivalent of a graffiti mustache on it?

Toyota has three reasons for creating a new hybrid version of their wildly popular Camry. First, Toyota is out to retain and expand its reputation for leadership in hybrid technology that started with the "It Ain't Easy being Green" Prius.

Second, the Camry Hybrid sedan joins the new Highlander Hybrid as another model in a long-range plan to develop hybrids to fit all marketing segments.

The third is financial: through innovation, aggressive product development and offering the car shopper a wide choice, Toyota hopes to make more sales.

Completely redesigned to be more declarative and aggressive, the Camry Hybrid, which has an MSRP of $25,200, is described by Toyota as "athletic and elegant," and that it is. Today, despite the fact that thousands of hybrid Camrys are mingling with traffic on our streets and roads, the perception has not become seen-one-seen-em-all.

Although not quite a Maserati Quattroporte, the Toyota Camry can do its fair share of head turning. Its newly-designed semi-sinister (or smiling, depending on your outlook) grille features projector-headlights highlights with a low, ready-to-spring crouch. From there, a sleek, shark-swoop fender line streaks back along gracefully-curved flanks to a naturally-melding high trunk profile which seems to fit the overall design better than the BMW protruding butts. Our test car was a high-luxe metallic white with the sheen of a giant pearl.

Inside the vault-clunking doors, there is 101.4 cubic feet of passenger volume, seemingly room enough for the starting backfield of the Dallas Cowboys. The feeling of spaciousness is enhanced because the huge windshield and cleverly curved dashboard have been pushed considerably forward. The Camry rear legroom is now over 38 inches. Those rear seats now recline eight degrees and have personal reading lamps on the moonroof-equipped models. Add two jet engines and this vehicle could replace six major airlines.

The entire cockpit has a Lexus-Mercedes-Cadillac feel, enhanced by easy to understand and operate buttons and switches that make everything instantly manageable. Even the optional voice-operated navigation system will make a non-direction-asking husband fall in love. Instruments are large, readable and viewable in bright sunlight. Instead of the usual tachometer, there is a constant readout mpg gauge marked from 0 mpg to 60 and then into a range beyond the numbers when the Camry drives without engine power.

The Camry Hybrid we tested didn't miss a stop on the production line, came as well-equipped as any of its top-shelf Lexus relatives. In addition to the companionable voiced navigation system were seating surfaces covered in leather, a multi-position sun/moon roof, 12v plugs, cup holders, multiple storage bins, a display showing outside temperature, estimated range, average speed, average fuel use and trip odometer, a 440-watt JBL audio system, Bluetooth technology for hands-free cell phone calls, and a keyless push button start system for the engine which takes some getting used to.

In short, the Hybrid Camry has all the operational gee-whizzes and touchy-feely gleams and textures one usually associates with much more expensive cars.

But, as they say, beauty is only skin-deep, so after sating ourselves with surface appeals, we went hunting for our top-of-the-list musts: safety engineering, equipment and operation.

Here, the Camry Hybrid takes care of its own and, obviously, yours too.

Like the other Camrys, the Hybrid features dual-stage driver and passenger SRS airbags, seat-mounted side airbags and side curtain airbags, even a driver's knee airbag. Toyota uses their exclusive whiplash Injury Lessening Technology on the front seats. There is also a standard (ABS) anti-lock braking system, Electronic Brake-force Distribution and Brake Assist which applies enough pressure to engage the ABS if the driver has not mashed the brake pedal hard enough in emergencies.

The Hybrid is also equipped with the Vehicle Dynamics Integrated Management System that helps control vehicle traction and stability through throttle control, brake application on individual wheels and even minor steering correction, if needed. Shortly, it would seem, we will all be safer if the vehicles start driving themselves and we can all relax in on our reclined back seats.

But as fetching as the Hybrid looks and as safe as it keeps its occupants, how does it scoot down the road? We set out to see and the going was, as they say, good. On a 78 degree day, on three runs, we got 0-60 mph two-way average times of 8.2, 7.9, and 8.0 seconds. Those 0-60 times compare very favorably to several models in its class.

The dual driving forces behind this surprisingly good performance are the two parts of the Toyota Hybrid Synergy Drive System which carries power between gas and electricity and/or both as needed

The first half of the combined 187 horsepower (same output as the 2006 Camry V-6 3.0 liter) unit is a 147 horsepower, 2.4 litre four cylinder Atkinson-cycle engine (a more efficient engine design) mated to a CVT or continuously variable transmission. The second half is a small, high torque 40-hp electric motor with a small inverter, compact battery and a transaxle, a component that combines the transmission, differential and the drive into one integrated assembly, handling power from both engines.

Because there are times when the gas engine shuts down completely to conserve fuel, Toyota engineers have designed the air conditioning and power steering systems to be driven electrically. There is also an ECO button which can control how much energy is being used by the climate control system.

Also helping the Camry Hybrid accomplish its mpg levels are racing-inspired design elements like wheel spats and underbelly pans which help yield outstandingly low draft coefficients. The slipperier a vehicle is in sliding through the air, the better draft coefficients it has. As examples, the older boxy Volvo 960 had a Cd of .36 while the newer, sleeker model S80 went down to 0.28. The Camry Hybrid has 0.27 Cd.

The EPA estimates 40mpg city/38mpg highway for this new Hybrid. Our experience, including the mini 0-60 mph drag meet, heavy-footed runs along the freeways, shopping mall stop-and-go with lots of air conditioning and general around town cruising, was a bit less with an overall average of 34 mpg. This was generous enough, seemed to us, for a full out, good performing, full sized luxury-type sedan.

If you are still undecided about a Hybrid car and want to wait and see where the industry is headed; whether that is more look-at-me models or me-too versions, Toyota is evidently planning to cover both bases. Word is that the factory fanciers of the Prius look will soon add additional models to the existing four door sedan, including an SUV. Over at the business-as-usual design shop, plans seem to be to just add hybrid technology to existing models and demand and future product planning dictate.

Either way you look at it, Toyota will be offering consumers with more choices and we think the Camry Hybrid is a great one.



By Terry Galanoy taken from CNN/AOL Auto

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Automotive dreams in the queue

In our lifetime we will witness the age of 100 mile-per gallon cars, lifetime headlights and taillights, streaming entertainment and information content, and cars that drive themselves. Actually, all this will be here a lot sooner than you think -- within the next few years.

Here's the stuff of automotive dreams, already on queue for production.

(Picture Top-Left: Mercedes Bluetec Engine)

Engines

Diesels are aiming to be the new hybrids. The problem is, diesel's used to be dirty engines and have had a hard time making any progress in the U.S. market. But new emissions technology solves that, giving these oil burners a clean bill of health in all 50 states.

The high cost of diesels is also coming down to more affordable levels. Look for these cleaner, more efficient diesel engines in the Jeep Grand Cherokee, Volkswagen Jetta TDI; Mercedes' E320, ML320 and GL320 BLUETEC models, Chevy Silverado/GMC Sierra 2500/3500 HD, Dodge Ram 2500/3500 and the Ford F-250/F-350/F-450. Also on the horizon is a diesel powered Honda Accord, set to debut in 2009, which is apparently capable of 52 mpg.

Hybrids are hot now (who's going to argue with 50 MPG?), but they'll be getting hotter as prices in this segment also come down.

J.D. Power predicts 345,000 hybrids will be sold in '07 -- a 35 percent increase over '06. Honda and Hyundai are gunning for the big mileage (and sales) numbers by dropping their smallest engine into their most lightweight chassis (a Honda Fit-sized car and Hyundai Accent respectively). Also look for large models, like the Chevrolet Malibu Hybrid and Saturn's Vue and Aura Green Linemodels to deliver modest fuel savings at practical prices and stylish packaging.

More exciting than both diesels and hybrids is a technology that has gone from theory to aluminum in the last couple of years because of advances in computer technology. HCCI, or homogeneous charge compression ignition (also see more on HCCI here http://www.autoblog.com/tag/HCCI) is a gas engine that acts like a diesel motor.

Like a diesel engine, gas inside the cylinder is ignited through compression and the heat generated by the engine itself. No spark plugs. The result? Diesel economy and efficiency at roughly half the weight and materials cost of a conventional gas engine with no need to treat the exhaust.

GM demonstrated two vehicles fitted with HCCI engines in August. Mercedes wowed crowds even more recently at the Frankfurt auto show with their DiesOtto implementation that merges HCCI technology with a mild hybrid module to produce 238 hp, 295 lb.-ft. of torque and 39 mpg in a vehicle the size of an S-Class sedan. Mercedes squeezed that performance from a 1.8-liter four-cylinder engine.

All of these technologies are stop-gap solutions until the most efficient answer arrives on our shores -- hydrogen. How soon? FreedomCAR, a partnership of the U.S. Department of Energy and the United States Council for Automotive Research, projects that hydrogen technology will be broadly available to the masses by 2015.

On the fuel cell side, Honda has indicated that their new FCX Concept will slide alongside the existing previous-generation FCX already on the road by 2008. GM's Project Driveaway is putting at least 100 fuel-cell powered vehicles in the hands of lucky testers this year, but the hydrogen-powered Equinoxes are not available for sale.

As for hydrogen combustion engines, small numbers are popping up as manufacturers like BMW (see the BMW Hydrogen 7) keep real-world testing and refining concepts, but there are no production plans as of yet. Obviously, both solutions face infrastructure challenges for refueling that are still being worked out.

Until the heady days of hydrogen power are realized, you still have radical alternatives to diesel and conventional hybrids if you want to drive green.

Internet reports abound of home-customized Priuses topping the 100 mpg mark with the advantage of enhanced battery packs and modified software keeping the cars running on electric power far longer than their stock counterparts.

Plug-in hybrids hold the potential to dwarf the fuel economy potential of diesels and hybrids, but cheeky price points, mostly from the cost of hefty battery packs, might be what are holding off production announcements from manufacturers. Not even a date can be pegged to the darling of poster boards, Chevrolet's Volt. While plug-ins are being researched and developed by major manufacturers like Toyota, Ford and GM, the impatient can check out a handful of small companies which offer plug-in conversion kits for hybrids, complete with instructions.

Or the impatient can skip the gas motor all together. The smooth exterior lines and booked solid pre-orders of the Tesla proved that the electric car is far from dead ... it's just pretty expensive.

Miles Automotive Group aims to change that. Their coming XS500, an electric midsize sedan, will arrive in the states in 2008 with a top speed of 80 mpg and a range of 120 miles. The price: $30,000. The XS500 could be joined by a $45,000 electric sport-utility truck and SUV from Phoenix Motorcars sometime in 2009. The SUV and SUT would start with a 130 mile range, a 0-60 time of 10 seconds and a top speed of 95 mph.

Additional models coming to U.S. pavement (or already there) include Zap's intriguing Zap-X, Wrightspeed's blazingly fast Wrightspeed X1, and the very affordable NmG from Myers Motors.

Entertainment

A survey conducted by TRG, Telematics Research Group Inc., reveals that nearly 70 percent of announced upcoming 2008 vehicles for sale in the U.S. will have a Bluetooth communications system either as optional or standard equipment. Navigation systems will be available in 80 percent of coming 2008 vehicles, according to the same survey.

We're at the point where digital entertainment storage systems like Microsoft/Ford's SYNC (See video of SYNC ) and Chrysler's MyGiG (see more on MyGig ) are about to go from super cool to everyday accessories like an iPod thanks to broad introductions that span the luxury segment to value-driven cars like the Ford Focus. What's the next frontier?

Streaming media is one. Supplier interviews conducted by the Center For Automotive Research (CAR) point to 2010 as the year when customized or on-demand content will be streamed to vehicles. That customized content could span the gamut from television programming and movies to important local updates, along with new, far more robust real-time traffic data through two-way communication.

Couple this trend with the fact that vehicle-based digital storage (handy for buffering downloads) will increase and drop in price, and you have a done deal. Almost: CAR notes that the challenge isn't displaying the content, but finding the bandwidth and compression necessary to deliver the programming.

A closer star on the horizon of coming entertainment is HD radio, which is popping up in cars by BMW and Ford this year, and will be added to, at least, the Jaguar XJ and Hyundai's Genesis for 2008.

Using technology licensed from a company called iBiquity Digital, HD radio promises to deliver AM radio in FM-quality sound and FM channels in CD-quality sound, along with accompanying data that will begin with artist, song and station information. Digital radio gives a broader frequency response to channels, transforms AM radio from mono to stereo, and allows for better stereo separation.

Check out (http://www.ibiquity.com/hd_radio/hdradio_experience) to hear the difference. Bob Struble, president and CEO of iBiquity sees next-generation HD radios offering users the chance to buy songs and advertised products or even bring TiVo-like qualities to the radio experience. iBiquity estimates that by 2008 more than 90% of the U.S. population will be reached by HD radio broadcasters.

Safety

The Lexus LS 460 is the first vehicle for sale in the U.S. that can park itself. Audi's dynamic steering system adjusts the driver's steering inputs when the vehicle senses that the handling limits have been reached, even making slight corrective inputs on its own when things are getting out of hand.

The Lane Departure Prevention System on Infiniti's new EX35 manipulates the brakes at individual wheels to help steer the SUV back into its lane when it senses an unintentional drift. Welcome to the brave new world of Active Safety 2.0, where your vehicle humbly offers assistance to keep you out of trouble, in addition to trying to save you when you're in it.

In 2005 General Motors announced that the 2008 Opel Vectra would be the first car to boast Traffic Assist, a system that allows the car to drive itself at speeds up to 60 mph -- even in heavy traffic. The system sees road signs, bends and other vehicles in the road to adjust the car's trajectory and speed according to everything going on around it.

As advanced and capable as the system may be, composed of processors, lasers and a video camera, it won't be offered for sale in the United States, but in Germany. Why? Two reasons: one, we live in the most litigious nation in the world. Two, we Americans, as a mass of consumers, aren't comfortable paying additional price premiums for the safety technology we crave -- we feel it should be included in the vehicle's price.

One coming revolution we'll definitely see is brake-by-wire technology. A brake-by-wire system replaces the hydraulic hardware of conventional brakes with faster-acting and more environmentally friendly electric motors and relays that should be more reliable and take up less space. We're already seeing conventional hydraulic systems get smarter with radar-based augmentations like Mercedes' Brake Assist Plus and Infiniti's Preview Braking by pressurizing the brake system earlier, allowing for a faster response and shorter braking distance when the driver decides to hit the pedal. A fully electronic braking system should further improve on stopping times and distances. Automotive News predicts brake-by-wire systems will surface in 2011.

Whether or not you purchase a vehicle with any, or all, of these trends one thing is certain ... automotive dreams do come true.



By Jon Gromer taken from CNN/AOL Auto

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Green is the word

LONDON, England -- The major theme of this year's early motor shows in Detroit and Los Angeles confirmed that "green" cars are finally credible in the U.S., in the wake of increased awareness of climate change and continued high fuel prices.

(Picture Left-Top: Hybrid taxis are unveiled in New York City. At Detroit's Auto Show earlier this year, U.S. automakers highlighted the latest technology in hybrid models)

While development of the hydrogen fuel-cell as the probable motive force of the future, the technology of the moment is the petrol-electric hybrid, in which a petrol engine and electric motors work in tandem.

The benefits are zero emissions when the car operates in electric-only mode, while the petrol engine can be smaller due to its electrical assistance. A smaller capacity engine also means less carbon dioxide emissions, while battery charging is taken care of by the petrol engine.

Drawbacks include greater complexity and weight, then there's the issue of making and disposing of the batteries, not to mention limited range in electric-only mode.

But industry analysts say that hybrids are just token models. The reason for their increasing popularity in the U.S. is due to the Corporate Average Fuel Economy (CAFE) regulations -- the average economy of a car maker's range has to be 27.5 miles per gallon. This means that if a manufacturer sells a hybrid capable of 60 miles per gallon, it is allowed to sell less efficient cars -- typically SUVs and trucks -- that only manage 20 miles per gallon.

California is the undisputed hybrid capital of the world, due to a commitment to low-emissions regulations. The Los Angeles show featured offerings from the world's big four manufacturers of hybrid cars; Ford, General Motors, Honda and Toyota. Nissan also joined the party, showing a hybrid version of the Altima saloon.

Ford showed its Escape Hybrid, America's first hybrid-electric vehicle and the most-fuel efficient SUV on sale, delivering 36 miles per gallon in city driving.

General Motors introduced two of the four hybrid models it is launching this year, the Saturn Aura Green Line Hybrid and the 2008 Yukon Hybrid. The latter is only the second GM vehicle to be marketed with GM's new two-mode full hybrid system, which uses an electrically variable transmission with two hybrid modes of operation that optimize power and torque for various driving conditions. The first mode is for low speeds and light loads, while the second is primarily for highway speeds.

This system is also the starting point for a collaboration between GM, DaimlerChrysler and BMW.

At Detroit, GM launched its Chevrolet Volt concept car, the first mass market prototype designed to operate purely using an electric motor.

The vehicle will be powered by new-style lithium batteries, charged via a domestic electricity socket.

It could also feature a range of supplementary power sources including an ethanol-based petrol engine and, eventually, hydrogen fuel cells.

The Volt can run in electric-only mode for up to 40 miles. In a daily commute of 30 miles it would deliver an equivalent fuel consumption of about 150 miles per gallon using ethanol.

Honda, which reached a milestone of 100,000 hybrid sales in August 2005, launched an all-new version of the popular Civic Hybrid capable of 49 miles per gallon in urban driving.

The Civic, and the larger Accord Hybrid, are powered by Honda's Integrated Motor Assist (IMA) hybrid technology which uses an ultra-compact electric motor/generator to provide supplemental power to the engine using energy captured during deceleration or braking.

Toyota is a sales leader with its Prius, which combines a 1.5-liter petrol engine and an electric motor to give economy in the region of 60 miles per gallon in urban driving. The larger Camry hybrid, with similar Hybrid Synergy Drive, delivers an EPA-estimated 40 miles per gallon in the city.

Its Lexus luxury division is offering the LS600h, the world's first full V8 hybrid. Although it's a large, luxury car, thanks to the assistance of an electric motor the 600h is claimed to deliver the performance of a V12 petrol engine with emissions 70 per cent lower than equivalent V8-powered saloons.

The all-new Nissan Altima Hybrid, Nissan's first entry into the hybrid petrol-electric vehicle segment, made its debut in Los Angeles. It features a 2.5-liter, four-cylinder engine and electronic Continuously Variable Transmission (eCVT) with an electric motor and generator that combines greater economy (an estimated 41 miles per gallon around town) with low emissions.

At Detroit, Mazda unveiled a hybrid version of its Tribute SUV, its first production hybrid vehicle, which goes on sale in the U.S. later this year. With a combined power output from its petrol engine and electric motor of 155bhp, the Tribute HEV meets both the strict Super Ultra Low Emissions Vehicle (SULEVII) and the Advanced Technology Partial Zero Emissions Vehicle (AT-PZEV) standards in California -- the world's strictest emission regulations for a petrol-engined vehicle.


By Paul Hudson taken from CNN

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Carmakers rush to jump on green bandwagon

GENEVA, Switzerland -- There was a distinctly green theme at this year's Geneva motor show, as manufacturers battled to prove their environmental credentials in a world that is increasingly concerned with the environment and man's effect on it.

(Picture Left: Honda's Small Hybrid Sports Concept shows it's possible to eco-aware will having fun.)

Although petrol-electric hybrid vehicles are seen as the interim technology to reduce fossil fuel use and emissions of carbon dioxide, the hydrogen fuel cell is still likely to represent the future of motoring.

Plenty of the former were on display at Geneva as the industry realizes that so-called "green" cars can sell.

Honda and Toyota are the mass-market pioneers of petrol-electric hybrids, and although their offerings might be constructed at a loss it is worth it in terms of marketing and a perception of being at the vanguard of planet-saving technologies.

Yet it is Honda that stole the march with the presentation at Geneva of a driveable fuel cell-powered vehicle -- until now, such things had been confined to test beds and highly experimental prototypes.

Although still officially a concept, this vehicle is fully functional and a development of it could be production as soon as the end of this year, with Honda committed to selling this model in Japan and the U.S. next year.

It features a newly-developed compact, high-efficient Honda fuel-cell (FC) stack in a spacious saloon body. It offers a large, comfortable cabin and futuristic styling along with significant improvements in power output and environmental performance. It has a range of 354 miles (570 kilometers) and a top speed limited to 100 mph.

One of the biggest surprises was the announcement by Morgan, purveyor of quintessentially British sports cars, that it intends to develop a hydrogen fuel cell-powered machine. The company is famous for its traditional production methods, but managing director Charles Morgan announced a hydrogen-fueled, zero-emissions car -- using Morgan's traditional ash-framed body -- would be launched at Geneva next year. The goal is a lightweight car with a range of 200 miles.

(Picture Right: Lexus hopes LS600h will set standards in environmentally-conscious luxury cars)

The application of fuel-cell technology in smaller cars was investigated by Peugeot, with its Epure version of the 207CC. The existing small coupe-cabriolet (an open-top car with electrically operated folding steel roof) has a fuel cell developed in conjunction with the French atomic energy commission, which powers an electric motor to supply drive.

The investment in petrol-electric hybrids is massive.

Kia Motors of Korea demonstrated its intent to become a major player with the unveiling of its Rio Hybrid saloon at Geneva.

The European premiere of the hybrid celebrates the recent announcement that Kia, together with fellow Korean manufacturer Hyundai, will supply the Korean environment ministry with almost 4,000 hybrid vehicles over the next two years as part of the country's program of 'real-world' testing to develop this type of car propulsion. The existing Korean test fleet numbers 780.

The Kia Rio Hybrid saloon used in these tests has a 1.4-liter petrol engine, mated to a 12kW, 95 Nm AC synchronized electric motor and a continuously variable transmission (CVT) gearbox.

The high-torque permanent magnet electric motor is mounted between the flywheel and the gearbox and "assists" the petrol engine during starting, accelerating and hill-climbing, switching off during steady cruising when the petrol engine is at its most efficient. During deceleration it employs regenerative braking to recharge the battery.

The computer-controlled system also allows stop/start motoring which switches both engine and motor off whenever the car comes to a standstill for more than a few seconds. Restarting is automatic.

Compared to the standard petrol Rio, air pollutants are reduced by 37 per cent and fuel efficiency is improved by 44 per cent. The hybrid's CO2 figure is 126 g/km. There's little price to pay in terms of performance, with a top speed of 112 mph and 0-62 mph in 12.2 seconds, aided considerably by the inherent surge of torque from zero revs provided by the electric motor. Overall fuel consumption is 53.4 mpg.

To reduce fuel and power demands, the Rio Hybrid has an aluminum bonnet, boot lid and front seat frames, as well as lightweight wheels, low-friction tires and electric (rather than hydraulic) power steering.

Glimpse of future
Already to hit the streets is the latest petrol-electric hybrid from Lexus, the LS600h, which aims to set new standards in environmentally-conscious performance among luxury cars. It has a 5.0-liter V8 petrol engine, with two fuel injectors per cylinder and VVTi-E intelligent valve timing on the intake to boost performance and reduce emissions, noise and vibration.

What separates the Lexus from other luxury saloons is the inclusion of an electric motor, which enables the car to have the performance of a conventional V12-engined car with much lower fuel consumption and emissions. Its EC Combined economy is 29.7 mpg, with carbon dioxide emissions of 220 g/km, figures which compare well with the levels achieved by the cleanest diesels in the segment.

Honda unveiled its Small Hybrid Sports Concept at Geneva. This is a sports car that features a development of the company's existing hybrid technology in an effort to demonstrate that stylish design and driving enjoyment can be combined with low environmental impact. It was designed by Honda R&D Europe, based in Germany.

Meanwhile, Honda UK has announced that it plans to sell more than three times as many Civic Hybrids this year than in 2006, up to about 3,000 units.

Arch-rival Toyota revealed a new hybrid concept model, the Hybrid X. Designed by Toyota's European Design center, it gives a glimpse of the future for Toyota's hybrid synergy drive system, according to Toyota Motor Europe's executive vice-president, Thierry Dombreval.

"Over the next few years, we plan to double our global hybrid vehicle offering, anticipating annual sales of over a million hybrid vehicles by early in the next decade," Dombreval said. Including the compact Prius, Toyota and Lexus have 11 hybrid models on sale, and have sold 900,000 hybrids worldwide, of which 650,000 are the Prius.

Toyota also showed the FT-HS hybrid sports car shown at Detroit in January, which has a hybrid system capable of developing 400 bhp, providing a 0-60 mph acceleration time of about four seconds.

"Hybrd X and FT-HS represent two poles of the hybrid spectrum, which define the frontiers for an array of hybrids in the future," Dombreval added.

Biofuels -- those produced from naturally occurring products such as sugar cane -- are seen by some manufacturers as a way of reducing reliance of petrol while reducing harmful emissions. The fact that most cars also produce more power when running on bioethanol fuel is a bonus.

Saab already has a full range of flex-fuel (capable of running on petrol and biofuel) cars, and at Geneva launched a new, 1.8-liter flex-fuel engine for its 9-3 range of saloon, estate and convertible. The new engine 50-70 per cent less carbon dioxide (CO2) than its 1.8 t petrol engine equivalent, yet produces 17 per cent more power (to 175 bhp) and 10 per cent more torque (to 265 Nm) on bioethanol E85.

For comparison with standard petrol engine, the flex-fuel 9-3 sprints from 0-62 mph in 8.4 seconds and 50-70 mph in fifth gear -- a crucial test of real-world flexibility -- in 13.9 seconds, compared with 9.5 seconds and 15.0 seconds respectively.

Until the widespread availability of petrol-electric hybrids, there is still plenty of investment in cleaner internal combustion engines, both petrol and diesel. There is a genuine desire to achieve this, although the specter of even tougher Euro V emissions legislation is obviously an incentive.

Volkswagen has a range, called BlueMotion, designed to reduce fuel consumption. A Polo supermini has already gone on sale, and at Geneva the company announced BlueMotion versions of its Passat mid-size car and Touareg SUV.

The Passat BlueMotion saloon returns 55.4 mpg and produces just 136 g/km of CO2. Both saloon and estate models have a range of up to 838 miles (1,350 km).

Performance is barely compromised, with a top speed of 120 mph.

The Touareg SUV also has a turbodiesel engine, a 3.0-liter V6 developing 223bhp, with a Selective Catalytic Reduction system (SCR) reducing NOx emissions by up to 90 per cent. Current Euro IV emissions regulations dictate a NOx limit of 0.25 g/km -- the SCR-equipped Touareg meets the 0.043 g/km US limit.

The system sprays a film of ammonia-rich solution stored in an auxiliary tank into the exhaust stream before it reaches the new catalytic converter. A reaction occurs within the exhaust system to split the nitrogen oxide into harmless nitrogen and water. The SCR system works in conjunction with a diesel particulate filter and a conventional catalytic converter to further reduce emissions.

Although there are no plans to introduce the system in Europe, VW says that the SCR-equipped Touareg will go on sale in the US next year.

After being a late arrival on the diesel front, Honda produced a highly acclaimed 2.2-liter unit. Its next-generation diesel engine is claimed to reduce emissions to the same level of a petrol engine. A catalytic converter reduces nitrous oxide (NOx) emissions to a level that enables the engine to meet stringent US Environmental Protection Agency (EPA) requirements.

The catalytic converter uses the reductive reaction of ammonia to "detoxify" oxides of nitrogen by converting them into harmless nitrogen (N2). However, unlike the VW SCR system which uses an injection of liquid containing ammonia, the Honda system uses ammonia generated within the catalytic converter. Honda plans to introduce its next-generation diesel engine within three years.

Lack of a credible diesel engine severely hampers sales potential in prime European markets -- just ask Jaguar, which saw a sales slump due to its line-up of large-capacity petrol engines only.

Cadillac, part of General Motors, introduced a new V6 diesel at Geneva, a 2.9-liter unit developing 250 bhp and 550 Nm of torque. Its first production application is scheduled for 2009 in the next Cadillac CTS.

Off-road specialist Land Rover has a novel approach to woo car buyers who are concerned about the environmental impact of their purchase. Its CO2 Offset Program enables buyers of all new Land Rover vehicles sold in the UK pay to offset the CO2 emissions produced by their vehicle, calculated on the certified CO2 emissions level for each model up to 45,000 miles, or about three years of use. The cost is from £85 to £165 depending on model.

The ultimate goal is CO2 neutrality, with investments being made in renewable energy projects such as wind and solar, technology change and energy efficiency.


By Paul Hudson for CNN

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